William b



' which the brake may be rendered-inoperative,

U ITED STATES PATENT OF ICE.

WILLIAM B. TURNER, OF NEW YORK, N. Y., ASSIGNOR TO THE TURNER? BEARDAUTOMATIC BRAKE COMPANY, OF NEW YORK.

AUTOMATIC CAR- B RAKE.

SPECIFICATION forming part of Letters Patent No. 377,874, dated February14, 1888.

' Application filed July 2, 1887. Serial No. 243,202. (No model.)

To all whom it may concern:

Be it known that I, WILLIAM B. TURNER, of New York, county of New York,and State of New York, have invented certain new and usefulImprovementsin Automatic Oar-Brakes, of which the following is a full,clear, and exact description, reference being bad to the ac companyingdrawings, and to the letters of reference marked thereon.

This invention is designed as an improvement on the oar-brake covered byLetters Patent of the United States Nos. 268,754, 268,755,

278,833, 278,834, 278,835, and 336,026, and by my application filed inUnited States Patent Office December 6, 1886, for improved car brake,and it relates to that class of brakes in which the brake mechanism isput in operative position by theiu'ward movement of the draw-barin thisinstance only by the inward movement of both draw-bars-and in which thepower for applying the brake is derived from a friction-collar securedupon one of the car axles and arranged to operate through afriction-wheel certain novel mechanisms especially designed for thepurpose of utilizing the rotary movement of the car-axle and themomentum of the car for applying the brake.

Embraced in the invention are new devices for transmitting the inwardmotion of both draw-bars to the brake mechanism for the purpose ofapplying the brake and for preventing the application of the brake whenthe draw-bars are compressed, a novel device for multiplying the initialpressure transmitted through the draw-bars, a new-reversible clutch forrendering the brake operative in whichever direction the car may bepulled and by and other improved devices which co-operate with thosealready alluded to.

Reference is to be had to the accompanying drawings, forming part ofthis specification, in which similar letters of reference indicatecorresponding parts in all the figures.

Figure 1 is a partly-sectional side elevation of a portion of a car-bodyand of a truck with parts broken away. to exhibit other parts, showingmyimproved brake in place. Fig. 2 is a plan of the same with partsremoved to exhibit other parts. Fig. 3 is a reverse plan view showingdevice for taking up the slack of the connection with the elbow-lever.Fig.

the rear end of a car, showing t-he'us-ual' handbrake staff andconnections and the connections of rear draw-bar with theimproved brakemechanism. Fig. 9 is a plan of the reverse of the transmitting-lever anda portion of the push-bar. Fig. 9% is an end elevation of the improvedreversible clutch-shell. Fig. 10is a side elevation of the clutch andshaft. Fig.

11 is a side elevation of clutch block and dog.

Fig. 12 is an end elevation of the clutch with sprocket-wheel removed toshow an end of clutch-dog. Fig. 13 is an end elvation of the same withouter shell removed. Fig. 14 is a central cross-section on line z z,Fig. 17, of the said clutch with shell removed. Fig. 15 is an endelevation of the clutch, which partially envelops the eccentric block orbarrel of the clutch.

Fig. 16 shows the inner face of the said wedge. Fig. 17 is a plan of theclutch block or barreland the dog in place thereon. Fig. 18 shows thesame with dog removed. Fig. 19 gives plan and side elevation of the dog.Fig. 20 is a sectional end elevation online 113 Fig. 18. Fig. 21 is anend elevation of the dog. Fig. 22 is a front elevation showing, in theposition indicated, respectively by full and dotted lines, a portion ofthe direction-changing mechanism embracing the slotted or cam leverthrough the medium of which the reversibleclutch is operated.

V In the following description that end of the,

car designated by an arrow, Fig. 1, will be called the front or forwardend.

In the drawings, A represents'a car-body;

B, the car-axles; G, the car-wheels, and'O a collar rigidly secured onone of the axles.

D represents an ordinary draw-bar; D and D", rcspectivel y, the usualfollower-plates, and D theusual spring about the draw-bar shank.

D indicates the usual brake-levers; D ,"the

brake-beams; D",the brake-shoes, and D and D the usualbrake chain androd, respect-- ivel'y. r I i The front follower-plates, D, are adaptedto be moved rearward by the compression or pushing in of the respectivedraw-bars, and forward in normal position, as shown in Figs. 1 and 8, bythe reaction of spring D Secured to the front followervplate by a hookedbolt, a, so as to transmit the motion of said plate, is a push-bar, E,whose free end termimates in or with a rectangular block, a, moving in aguide-plate, a which is fastened to the under side of car-timbers A.

All these parts above mentioned are identical with those described andshown in my application above referred to.

The multiplying-levers F (best shown in Fig. 9) are, in order to receivemotion from the push-bars E, pivoted on the plates at in such a mannerthat the bottom of the foot of each lever is in contact with one side ofa block, a, the leveled toe b of the said lever extending over and pasta corner of said block,

. and the head of said lever, extending laterally, is boredtransversely, as indicated, and has held in it by a nut, b, the forwardend of a rod, F, whose rear end is hooked, as shown at hereinafter setforth.

The front follower-plates, push-bars, multiplying-levers, continuouschain-and-rod connection, and pulley-block constitute the connectionsproper to the draw-bars. This pulley-block F consists of two plates, 00, held parallel wit-h each other by spindles c c, on which, betweensaid plates, are sheaves I) f,

and said pulley-block is fixed so as to be easily moved back and forthin the slot 0 of a supporting-frame, c, which is suitably secured to thecar-timber, as shown in Figs. 1,' 2, 5, and 6. A hanger, H, having aforked lower end, has pivoted in it a bell-crank, I, in the elbow ofwhich is journaled one end of the shaft K, carrying the friction-wheelK, while the other end of said shaft is journaled in a hanger, H alsosecured on the car-truck.

As the bell-crank elbow is capable of movement in an arc of a circle,and as the frictionwheel K is fixed on that end of the shaft K nearestsaid bell-crank and directly opposite the axle-collar C, it will be seenthat the said friction'wheel may be readily moved to make peripheralcontact with the axle-collar, so that it may partake of the motion ofthe same. The hand-operated mechanism is as follows: On the forward endof the car-frame is secured a support, G, extending upward and havingfixed on its top, Figs. 1, 2, and 3, a segmental plate, G, provided withedge notches, d. Directly beneath this plate G a lug or step, G issecured on the under side of the car-timbers, and a rod, G extendingfrom said plate to said step, is pivoted in them. On the upper end ofthis rod (l issecured a hand-lever, G,

with which to turn the said rod, and pivoted on said lever is agravity-pawl, G which is designed to engage in any one of the notches dand to hold the rod G and attachments in desired position.

On the lower end of rod G, beneath the step G is rigidly secured asegmental plate, G, from the under side of which, at opposite corners,project studs d d, which hold the ends of a chain, L, to whose bight(the center of the chain) is secured a rod, L, which, extendingrearward, hooks into a chain, L, that passes around the sheave f of thepu1ley-block F and then around a guide'sheave, f, and then is made fastto the eye of the rod M, which depends from the elbow-lever orbell-crank I.

This device-the chains L L and rod L- constitutes the intermediate linkbetween the draw-bar connections proper and the brakeapplying mechanismproper, and is capable of being tightened or slackened by the action ofthe hand-operated mechanism to the full measure of the motion of the twomultiplying levers,so that when slackened the compression of thedraw-bars will fail to set the brake. Below the free end of the saidelbow-lever I is a spiral spring, M, up through which is passed therodM, having a broad washer and a nut, g g, respectively, on its lower endand having its upper end formed into an eye, and to this eye is securedone end of the chain L, that connects with the hand attachment G G, G,L, and L. The nut g may be turned up or down on the rod M, in order toadjust the tension of the spring M, so that the force with which thefriction-wheel is pushed and held in contact with the axlecollar by theupward pull on said rod and spring may be regulated by the properadjustment of said nut 9.

On the shaft K is rigidly secured the eccentric wedge, reversible clutchblock or barrel 0, having a flange, h, on each end, and having alongitudinal slot or groove, h, which extends through both of saidflanges, where itis so enlarged, as shown at h asto permit the movementof the clutch-dog O therein. Fitted in this slot or groove h so as toreadily slide therein is the clutch-dog 0, whose concave'under surfaceconforms with the convex seat of said groove. The upper convex surfaceof the said dog 0 is provided with an angular cam, h which is anintegral part thereof, as best shown in Figs. 17 and 19, and on one endof said dog is secured a peripherallygrooved collar, h, which, fittedover the shaft K, holds the said dog in place and serves to guide it inits movements.

A curved double eccentric wedge, O, having its outer surface conformingwith the pe ripheries of the flanges h and having its inner face formedeccentric thereto and conforming with the curve of the block 0, andhaving projections and recesses h -h, respectively, as best shown inFigs. 14, 15, and 16, formed in its under face to conform with the cam hof the dog 0', is set in place between the flanges h, covering the dogand extending down about IIO Ils

the said barrel or block 0, as shown in Figs. 11 and 14.

The cylindrical shell 0 of the clutch is preferably made in two sectionsflanged and held together by bolts and nuts, as shown in Figs. 9% and10, and is-fitted over the other clutch partsthe barrel, flanges, dog,and double wedge. On one end of this shell 0 and preferably made anintegral part thereof, is a sprocket -wheel, h, whose functions will behereinafter set forth, and the other end of this shell is partly closedby an annular flange, h, which serves to hold the shell in position withthe other parts of the clutch.

The operation of thisimproved clutch is as follows: When the dog 0 ispushed in its full length into'the groove of the clutch-block O, as bestshown in Figs. 11, 14, and 17', and the shaft K is revolved in thedirection of the curved arrow, Fig. 14, the block, dog, and wedgerevolve freely within the shell 0 without causing the latterto revolve,for the long straight edge h of dog-cam h takesagainst the projection hof the said wedge and holds the latter on its center and carries itaround; but when the shaft K is revolved in the opposite direction, thedog 0 still'being pushed in to its full extent, the recess h of theWedge 0 being opposite the inclined offset h of the cam h the said wedgeis no longer held on its center, but, being at liberty, is moved off itscenter and falls slightlyto one side,'so that when, in the continuedrevolution of the block or barrel, the full swell of its eccentric comesaround it catches against said wedge and forces and holds it against theshell, so as to carry said shell with it.

By pulling out the dog 0 to the position shown in dotted lines, Fig. 10,the clutch is made operative in the opposite direction.

To the stud (Z of the segmental plate G6 is secured the forward end of arod, P,whose rear end is secured to the upper end of a hooked rockinglever, P, which is pivoted at its elbow on a lug, k, projecting downwardfrom the car-timbers. This rocking lever P is provided with hooks inrespectively set at a distance apart. A lever, P, pivoted at rightangles to the said rocking lever on a lug, is, projecting downward fromthe car-timbers, has one end projected between these books k k", whileits other end is connected by a rod, Z, to the free end of alever, Q,provided with a cam-groove, Z, (best seen in Fig. 22,) which lever Q ispivoted on a lug fastened to the cartimbers.

On another lug projecting laterally from the car-timbers is pivoted theclutch-yoke Q, the

tail of which is engaged in the cam-groove of the lever Q,while itsforked end embraces the grooved neck of the clutch-dog 0, so that whenthe said lever Q is moved up and down the said yoke is correspondinglymade to force the clutch-dog Oin or out, 'as the case may be, of theclutch-block groove, and hold it in the .position desired.

If, when the parts are in normal position, as

shown in Fig. 1, and the car is being pulledin the direction of, thearrow, the engineer desires to set the brake, he slows the engine,andthe momentum of the car forcing the car forward brings the head of thefront draw-bar against the draw-bar (not shown) of the engineor car infront of it, with the effect of pushing said front draw-bar D rearward,carrying with it the frontfollower plate, D, the

movement of which latter is transmitted to the front push'bar E, withthe effect of turning the forward multiplying-lever F on its pivot, andcausing it topull forward on the forward rod F and the chain F Thecarsin the rear of this forward car at the same time, because of theslowing of the engine, push against the rear draw-bar D (shown in Fig.

'8) and push it in, with the effect of causing it to operate through therear push-bar E and connections to pull rearward on the rear rod F andthe chain F It will be seen, then, that the front draw-bar pulls forwardon its r connections, while the rear draw-bar pulls rearward on itsconnections, and as the chain- 7 connection F between the two rods Fpasses around the guide-pulley b and around the rear sheave, b", of thepulley-block F itwill be evident that the compression or inward thrustof both draw-bars will tighten the chain '11" and pull the pulley-blockF rearward.

As before stated, the connection between the hand attachment and thebell-crank lever '1 consists of chain L and rod L and chain L,

extending from the said attachment, the chain L passing around the frontsheave, f, of the pulley-block and then around the guide-pulley orsheavef down to the eye of the rod M, which is encircled by spring M andwhich passes through the eye of the bell-crank lever I. Now, the pullingof the pulley block F rearward by the compression of the draw-barsoperatesthrough chain-connection F to tighten up thechain-and'rodconnection L L L, and thereby causes it to raise the upperend of the bell-crank lever, and thereby force the frictionwheel K incontact with the axle-collar, and the revolution of the car-axle thencauses the friction-wheel and shaft K to revolve. Now,

'on this shaft K is the reversible clutch O O O 0 to which the smallsprocket-wheel h is secured,- so as to revolve'with it,'and an endlesschain, R, connects this sprocket-wheel h with a larger sprocket-,wheel,'m, which is fixed on a shaft, m, journaled in suitablebearings, as shown in Figs. 1, 2, and 4, and this larger sprocket-wheel,m, has a lateral staple or lug, W, to which is fastened one end of thebrake-chain D, the other end of which is attached in the usual manner tothe brake-levers. Now, the revolution of the frictionwheel and shaftoperates through the sprocketwheel chain R to wind the brake-chainaround the shaft m, and thus apply the brakes. The purpose of thesesprocket-wheels and chains, when used, is to multiply the initial powerderived from the friction-wheel andaxle-collar, and. when they are notapplied the braktill' chain will be fastened to the clutch-shell and bewound up around the friction wheel shaft K.

The brake being applied as aforesaid,should the engineer now desire torelease it he does so by quickeuing the speed of his engine, and therebythe draw-bars D are pulled out, and with them the follower-plates D andpushbars E. Now, as the push-bars E are thus pulled out to their normalpositions, the multiplyinglevers F turn on their pivots to their normalpositions,and thereby release the strain on their pulleyblockconnections, and then the elasticity of the spring M and the weight ofthe friction-wheel operate to release the brakes.

Should the engineer, having the engine attached to the first draw-bar D,desire to back the car or train, the parts being in the position shownin Fig. I, the pushing in of the d raw-bar would,through its connectionsabove described, bring the friction-wheel in contact with theaxlecollar, causing said frictionwheel to revolve; but in this position,as will be observed, because the backing of the car changes thedirection of the wheel -rotation and because the clutch is arranged orset for braking when the car is moving forward and is operative in theopposite direction, the clutch block or barrel will revolve withoutoperating the clutch and without causing the brake-chain to be wound up,and the car can then befreely backed.

Should it be desired at any time to render the brake entirelyinoperative, the lever Gr must be set by hand, so that the pawl G willengage in the central notch of the plate G, with the effect of turningand holding the plate G at right angles to its former position, as shownin full lines, Fig. 3, thereby operating to throw slack in thechain-and-rod connection L L L", for it will be seen that the turning ofthe hand attachment from the central position shown in full lines, Fig.3, to either position shown in dotted lines in same figure will operateto tighten one or the other branch of the chain L, as indicated in Figs.1 and 2, and thereby take up a portion of the slack of the wholechain-and-rod connection between the hand attachment and the bell-cranklever. The slack then being thrown into the chainand-rod connection, asabove explained, and being equal in amount to the slack taken up by theinward movement of the draw-bars and their connections, it will be seenthat the inward motion of the draw-bars and their connections, when theformer are pushed in, will be insufficient to produce contact of thefriction-wheel with the axle-collar so long as the plate G is in theposition shown in Fig. 3; hence under such conditions the brake isentirely inoperative. Now, to make the brake operative when the car isbeing pulled in the direction opposite to that of the arrow, Fig. l, thelever G is to be turned by hand to the position shown in dotted lines,Fig. 1, to point in the same direction as that in which the car is to bepulled. This change of position from that shown in full lines, Fig. 3,of the lever G serves to tighten up one or the other branch of the chainL and take up a portion of the slack of the rod-and-chain connection LL, and causes the rod P to push the forked rocking lever I to theposition shown in Fig. 6, which causes said rocking lever to lift theshorter end of the lever 1 pivoted to the hanger k, thereby causing saidlever P, through its rod-connection l, with the camgrooved lever Q, asbest indicated in dotted lines, Fig. 22, to turn the clutch-yoke Q onits pivot, and thereby withdraw the clutchdog 0', as shown in dottedlines, Fig. 10, so that the action of the said clutch will be reversedand made operative in the direction in which the car is now to bepulled. \Vith the clutch set for this direction of car motion the carcan be backed up as it was from the forward end.

It will be seen that when it is designed to make the brake operative thelever G is always moved by hand to point in the direction in which thecar is to be pulled, and when thebrakeistoberenderedinoperativethesaidlevcr G is to be secured at rightangles to the direction of motion, so that at a glance the engineer canbe assured whether or not the brake mechanism is properly adjusted.

This brake, it will be seen, operates for application only throughconnections with both draw-bars and when the latter are compressed orpushed in, but is released on the release of pressure on eitherdraw-bar.

Having thus described my invention, I claim as new and desire to secureby Letters Patent- 1. In a car-brake wherein the combined action of bothdraw-bars is requisite for bringing the brake mechanism proper intooperation, the combination, with said draw-bars and the connectionsbetween them, of mechanism consisting of notched plate G, supportedupright rod G, lever G, gravity-pawl Gisegmentplate G provided withopposite studs d d, and chain-and-rod connection L L L substantially asherein shown and described, adapted and arranged to be operated by handfor the purpose of making the brake mechanism operative in eitherdirection of the car motion or to render it inoperative, as the case maybe, as set forth.

2. In a car-brake wherein the combined action of both draw-bars isrequisite for bringing the brake mechanism proper into operation, thecombination, with said draw-bars, their connected front plates,push-bars, and multiplying-levers, of a continuous rod-andchainconnection between said multiplyinglevers and a sliding doublepulley-block holding the bight of said chain, substantially as hereinshown and described, whereby the inward motion of the draw-bars istransmitted through the pulley-block to suitable mechanism for applyingthe brake, as set forth.

3. In a car-brake wherein the combined action of the draw-bars isrequisite for bringing the brake mechanism proper into operation,

the combination,with said draw-bars and their connections proper, as setforth, and continuous rod-and-chain connection F F F b b, b between thedraw-bars, and with suitable mechanisms for applying the brake, of anadj ustable rod-and-chain attachment, L L L capable of being tightenedor slackened by handoperated mechanism and forming a connect inglinkbetween the draw-bar connections proper and the brake-applying mechanismproper, substantially as herein shown and described, whereby the inwardthrust of the draw-bars may, at will, be made effective or ineffective,as the case may be, for applying the brake.

4. In a buffer-brake, the combination, with an attachment fixed on thecar and embracing a plate, G, provided with studs 6. d and fixed on asupported rod and adapted to be turned by hand to make thebrakemechanism operative in either direction of the car motion or torender it inoperative, as the case may be, of a rod-and-chainconnection, L L L conmeeting said hand attachment with the brakemechanism proper and adapted to beslackened or tightened by theoperationof said attachment, as and for the purposes set forth.

5. In a car-brake wherein the combined action of the draw-bars isrequisite forbringing the brake mechanism proper into operation, thecombination, with the hand attachment consisting of support G, notchedplate G, step G rod G, lever G, gravity-pawl G and the plate G, withstuds d (1 and the rod-andchain connection L L L, connecting the handattachment with the brake mechanism proper, and with the draw-bars andtheir connections D E F F F, as specified, of the guide-sheave b? andthe sliding double block F substantially as herein shown and described,whereby the tension or tightening of the said rod-andchain connection FF by the compression of the draw-bars is made to operate to apply thebrake through the medium of the said rodand-chain connection L L L, asset forth.

6. In a'car-brake wherein the combined action of the draw-barsis'requisite for bringing the brake mechanism proper into operation, thecombination, with the draw-bars and their connections proper, D, E, F,F, and F of.

draw-bars are made to operate in one and the for the friction-wheelshaft, of the pulley-block sheave f and guide-sheavef, substantially asherein shown and described, whereby the said chain-and-rod connection issupported andguided, as and for the purposes set forth.

8. In a buffer-brake, the combination, with the draw-bar connectionsproper and the brake-applying mechanism proper, substantially as hereinspecified, of a device consisting of looped chain L, having its endssecuredto opposite corners of a plate adapted to be swung by handthrough an arc of a circle, and a rod, L, secured at one end to thecenter of the bight of said chain and having its other end secured to a;chain, L which engages over connection or link between the two, saiddevice being capable of being tightened or slackened by hand-operatedmechanism, substantially as and for the purposes described.

9. In a buffer-brake in which a portion of the mechanism for applyingthe brake consists of an axle-collar and friction-wheel and shaft, thecombination, with said shaft, of a reversible clutch constructedsubstantially as herein shown and described, consisting of eccentricflanged barrel O, dog 0, provided with cam k and collar h, curvedrecessed eccentric double wedge 0 fitting between the clutch barrel andshell, and shell 0 all constructed and arranged substantially as setforth.

10. In a buffer-brake, the combination, with a reversible clutch, of asprocket-wheel secured to or made an integral part of the clutchshell,substantially as and for the purpose set forth.

11. In a buffer-brake provided with a reversible clutch for making thebrake-applying mechanism operative in either direction of the car motionor to render it inoperative, and

provided with a hand-operated device, substantially as herein shown anddescribed, the combination, with said clutch and hand-operated device,of a connection between the two consisting substantially of rod P,hooked rocking-lever P, lever P rod Z, cam-groove lever Q, andclutch-fork Q, as set forth.

12. In a-buffer-brake, as a means for multiplying the power transmittedfrom the axlecollar through the friction-wheel to the brakeapplyingmechanism, the combination, with the friction-wheel shaft, of areversible clutch to which is secured a small sprocket-wheel, a largersprocket-wheel fixedon an independent shaft around which thebrake-chainis designed suitable sheaves, constituting an intermediate tobe wound for the purpose of applying the In testimony that I claim theforegoing I have hereunto set my hand, in the presence of two witnesses,this 14th day of April, 1887.

WM. B. TURNER.

Witnesses:

JAooB J. STORER, A. J. BAYLESS.

